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Thread: Duratec Fuel Pump

  1. #1
    Join Date
    Feb 2010
    Posts
    28

    Default Duratec Fuel Pump

    I'm putting a 2.0 Duratec into an S3 chassis with no existing fuel system. I would like to use a Caterham tank and the current injection version uses a Ford pump assembly, which drops in from the top and also includes the sender. Does anyone have this tank/pump config? My understanding is that these pumps have an internal regulator and therefore there is no external return line - they just return within the tank. And consequently they just use a single supply line through the tunnel and to a "dead head" fuel rail (as I think is standard on a factory Duratec rail).

    What's confusing is there are different pumps advertised on the Caterham website, with very little info. And there is some info out there that suggests some of them are regulated electronically, by a module that plugs in. To confuse things further, there is an in-line/external regulator used on the CSR.

    If anyone has any info on the appropriate Ford in-tank pump to use with a 2.0 Duratec (on throttle bodies), please chime in!

    I appreciate I could use a lift-pump/swirl-pot/HP-pump system, but I'd prefer the cleaner in-tank install.

    Thanks!

  2. #2
    Join Date
    Feb 2009
    Location
    The Frozen Northeast
    Posts
    485

    Default

    External lump with return line/pressure regulator in my Birkin

  3. #3
    Join Date
    Dec 2014
    Location
    Los Angeles
    Posts
    217

    Default

    The Duratec fuel rail has a return fitting on the end. I capped mine and run it as a “dead head” as you describe with no problem. Find a fuel rail that doesn’t have the pulse dampener. It’s a pain to plug and looks ugly in the finished car. I went the swirl pot route but may modify my tank opening to accept an integral pump in the future. The Duratecs require 42-43 psi at the rail. Either use new injectors or have the old ones cleaned and recalibrated. It really makes a difference.
    Last edited by papak; 09-06-2019 at 01:04 PM.

  4. #4
    Join Date
    Dec 2014
    Location
    Los Angeles
    Posts
    217

    Default

    I use a Facet to fill the swirl pot and a Waldron 392 for high pressure. I route the excess from the fuel regulator to the swirl pot as well with a return from the top of the swirl pot to the fuel tank.

  5. #5
    Join Date
    Feb 2010
    Posts
    28

    Default

    Thanks. All the factory rails I've looked at on 2.0 Duratecs have the "dead head" configuration, with just an inlet and no outlet. The only variation I've seen is that some have a port in the center of the rail for a fuel pressure sensor. I'm thinking it would be a good idea to log fuel pressure at the rail with a "dead head" setup, since the regulator (in my case) will be a long way from the rail (in the tank).

    I'm currently figuring out the appropriate in-tank pump to use and will report back. Caterham has been using in-tank/internally regulated pumps on the Duratec for a while now.

    Quote Originally Posted by papak View Post
    The Duratec fuel rail has a return fitting on the end. I capped mine and run it as a “dead head” as you describe with no problem. Find a fuel rail that doesn’t have the pulse dampener. It’s a pain to plug and looks ugly in the finished car. I went the swirl pot route but may modify my tank opening to accept an integral pump in the future. The Duratecs require 42-43 psi at the rail. Either use new injectors or have the old ones cleaned and recalibrated. It really makes a difference.

  6. #6
    Join Date
    Nov 2010
    Location
    NC
    Posts
    159

    Default

    I would go with the return fuel system , much easier to use , any pump that flows 250-300 lph will work under 300whp , use a regulator to set your PSI and your on your way

    Tom

  7. #7
    Join Date
    Dec 2014
    Location
    Los Angeles
    Posts
    217

    Default

    Depending on the motor mounts, you could experience a fair amount of vibration in the gauge mounted directly on the rail. It will also pose a clearance issue with the bonnet. I use an inline mount (Earls, Summit) on the supply line as it exits the tunnel and comes up to the rail. Most of the gauges are fluid damped as well.

  8. #8
    Join Date
    Jan 2006
    Location
    Seattle-ish
    Posts
    1,157

    Default

    I'm using a slightly modified factory rail (AN fitting brazed onto inlet end) which includes a schrader valve. Simply screw on a test gauge when you want to check fuel pressure. Very easy to do and eliminates additional fittings and failure points.

    -John
    '95 Westfield SEiW w/2.0L Duratec
    '68 Lotus Elan FHC
    '91 Miata w/Flyin Miata suspension & brakes
    '95 Porsche 993 C2
    '86 Porsche 944 turbo (neglected project car)
    Throttle Steer

  9. #9
    Join Date
    Feb 2010
    Posts
    28

    Default

    Quote Originally Posted by papak View Post
    I capped mine and run it as a “dead head” as you describe with no problem.
    The main objection I've seen to the "dead head" config is the risk of vapor lock from the fuel getting hot sitting in the rail. Any issues with this at all?

    Quote Originally Posted by papak View Post
    The Duratecs require 42-43 psi at the rail.
    I believe the in-tank pump I'm planning to use is regulated to 3 bar.

  10. #10
    Join Date
    Feb 2010
    Posts
    28

    Default

    For those of you running external regulators, are they vacuum-referenced? In most setups I've seen, the vacuum port is just left open to atmosphere.

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